JP3369477B2 - Automatic train control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device for a railway. 2. Description of the Related Art FIG. 5 is a block diagram showing a conventional automatic train control device, and FIG. 6 is an explanatory diagram showing the operation of FIG. FIG.
6, in FIG. 6, the speed calculating means 3 calculates the train speed based on a signal from the speed sensor 2 mounted on the train 1. On the other hand, when the vehicle child 4 mounted on the train 1 is connected to the ground child 5, the vehicle child 4 is moved from the ground child 5 to the target stop position 6.
From the distance L (m) and the average gradient X (‰). For example, when there is a gradient of −5 ° (down), 0 ° and + 4 ° (up) between the ground child 5 and the target stop position 6, the average gradient during this period is set to about −5 ° on the safe side. Have been. [0003] The ground information analysis means 7 analyzes the point information to find the current position of the train 1, the target stop position 6 and the average gradient X.
Understand (把握). Next, the speed check pattern calculating means 8 generates a speed check pattern 9 shown in Expression (1) based on the speed of the train 1 output from the speed calculating means 3 and the data output from the ground information analyzing means 7. In this case, the deceleration β (km / h /
s) is corrected as in equation (2). V = [7.2 · β · L + V ₀ ² + (β · t) ² ] ^1/2 −β · t (1) β = β ₀ + X / 31 (2) In equations (1) and (2), V is the pattern speed (km / h), t is the idle running time (sec) of the train 1, and V
₀ is a terminal speed (in FIG. 6, the speed of the train 1 at the target stop position 6 is 0 km / h), and β ₀ is a deceleration (km / h / s) due to train performance. Further, the remaining running distance calculating means 10 calculates the running distance from the ground child 5 of the train 1 in which the speed from the speed calculating means 3 is integrated, and calculates the remaining running distance L (m) to the target stop position 6. The speed check pattern 9 is updated by the equations (1) and (2). And speed checking means 1
In No. 1, the speed 12 of the train 1 is compared with the speed check pattern 9 in the remaining running distance L (m) of the train 1, and when the speed 12 of the train 1 exceeds the speed check pattern 9, the state of the brake is released. Train 1 by outputting brake command 11a
Slow down. [0005] Since the conventional automatic train control device is configured as described above, the target stop position is determined in consideration of overrun prevention on a route having both uphill and downhill gradients. The average gradient up to 6 is set to -5 ° when the train 1 is traveling in the direction from -5 ° (downward) to 0 ° in FIG. 6. For this reason, the speed check pattern 9 in which the allowable speed is low and inclined is set,
There was a problem that it was difficult to reduce the train interval to achieve high density. The present invention has been made in order to solve the above-described problems. By setting a speed check pattern in accordance with a gradient condition of a route, it is possible to reduce train intervals and achieve high-density automatic trains. It is an object to provide a train control device. An automatic train control device according to the present invention receives a target stop position of a train from the ground, and obtains a speed check pattern corresponding to a gradient of a route to the target stop position. Above, and output a brake command when the train speed exceeds the speed of the speed check pattern,
In automatic train control to decelerate the speed of the train, communication
Trains are on one line and the other line
If the slope of the line is lower than the slope of the other line
In this case, a speed check pattern corresponding to the gradient of one route is generated until the tail of the train passes one route . DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference Example 1. FIG. 1 is a configuration diagram showing Reference Example 1, and FIG. 2 is an explanatory diagram showing the operation of FIG. 1 and 2, reference numeral 13 denotes a route,
4 is a train running on line 13, 15 is a target stop position, 1
Reference numeral 6 denotes a ground child installed on the line 13 and a target stop position 15
Is transmitted to a vehicle upper 17 described later. Reference numeral 17 denotes an upper child mounted on the train 14, which receives point information of the target stop position 15 when coupled with the ground child 16. Reference numeral 18 denotes a ground information analysis means, which is a target stop position 1 based on the point information from the vehicle upper child 17.
The distance signal 18a up to 5 is output. A speed sensor 19 mounted on the train 14 detects the speed of the train 14.
Reference numeral 20 denotes a speed calculating means which outputs a speed signal 20a of the train 14 from the output of the speed sensor 19. Reference numeral 21 denotes remaining running distance calculating means for calculating the running distance of the train 14 from the ground child 16 by integrating the speed signal 20a from the speed calculating means 20, and subtracting the running distance from the distance information from the ground information analyzing means 18. Then, the remaining travel distance signal 21a up to the target stop position 15 is calculated. Reference numeral 22 denotes route data storage means, which is information on gradients 22 existing on the route 13 from the ground child 16 to the target stop position 15.
a is stored. Reference numeral 23 denotes a speed check pattern calculating means for calculating a speed check pattern 23a. Reference numeral 24 denotes a speed checking means, which compares the speed signal 20a with the speed checking pattern 23a, and generates a speed checking pattern 23a.
, The brake command 24a is output. Next, the operation will be described. 1 and 2
When the train 14 reaches the installation position of the ground child 16, the vehicle child 17 is connected to the ground child 16. Thereby, the target stop position 15 is transmitted from the ground child 16 to the vehicle child 17. Then, based on the gradient information in the route data storage unit 22, the deceleration corresponding to the gradient is obtained from the equation (3) by the speed check pattern calculation unit 23. β = β ₀ + X / 31 (3) In equation (3), X is a gradient (‰), β ₀ is deceleration (km / h / s) due to vehicle performance, and β is a gradient X (‰). (Km / h / s). That is, FIG.
When the gradient is + 4 ° (up), 0 (no gradient) and −5 ° (down) sequentially from the target stop position 15 as shown in FIG. 2, the deceleration is β ₁ = β _{0 as} shown in FIG.
+4/31, β ₂ = β ₀ , β ₃ = β ₀ −5/3
It becomes 1. Next, the distance between the gradient change point at which the gradient changes to + 4 ° and the target stop position 15 is input from the route data storage unit 22 to the speed check pattern calculation unit 23.
Then, the speed check pattern calculating means 23 calculates the gradient + 4 °.
When deceleration β ₁ (km / h / s) corresponding to
It calculates the traveling curve 25a for stopping the train 14 to the target stop position 15, a permissible traveling speed V ₁ allowed a gradient change point. Similarly, as the deceleration beta ₂ which supports the section of the gradient 0 ‰, a permissible traveling speed V ₂ of the gradient change point. Furthermore, the deceleration beta ₃ corresponding to the gradient -5 ‰, a permissible speed V definitive position of the ground coil 16. In this way, the running curves 25a and 25b are set for each gradient section with respect to the remaining running distance L (m) to the target stop position 15 of the train 14. The speed check pattern 23a is set in anticipation of the idling distance 26 corresponding to the response delay of the brake system of the train 14. The above operation is executed by the following equation (4). ^{_{L = (V r · t)}} /3.6+ (V 1 2 -V 0 2) / (7.2 · β 1) + (V 2 2 -V 1 2) / (7.2 · β 2) + (V ² −V ₂ ² ) / (7.2 · β ₃ ) (4) In the formula (4), each symbol is as follows. Vr: speed of the train 14 t: idle running time (sec) during which the train 14 idles from when the brake command 24a is output until the braking force is generated V ₀ : speed of the train 14 at the target stop position 15
In the case of FIG. 2, it is 0 (km / h / s). The speed signal 20a, which is the speed of the train 14 output from the speed calculating means 20, is compared with the speed checking pattern 23a by the speed checking means 24.
When a exceeds the speed of the speed check pattern 23a, the brake command 24a is output to decelerate the train 14 along the running curves 25a, 25b, 25c to stop at the target stop position 15. As described above, the target stop position 15
Speed check pattern 23 corresponding to the gradient of the line 13 up to
a, the speed of the train 14 is changed to the speed check pattern 2
The train 14 can be stopped at the target stop position 15 by outputting the brake command 24a and decelerating the train 14 when it exceeds 3a. Embodiment 1 FIG. 3 is a configuration diagram showing the first embodiment, and FIG. 4 is an explanatory diagram showing the operation of FIG. 3 and 4, 13 to 2
Reference numerals 2 and 24 are the same as those in Reference Example 1. Reference numeral 27 denotes train length storage means which stores train length data 27a of the train 14. Numeral 28 is a speed check pattern calculating means, which is a remaining running distance signal 21a, gradient information 22a and train length data 27a.
The speed check pattern 28a is calculated by a. Next, the operation will be described. In FIG. 4, the gradient of the line 13 is + 4 ° (up), 0 °, -5 ° (down) from the target stop position 15 toward the train 14 as shown in FIG. 4B.
And it exists. When the train 14 is traveling near the gradient change point where the descending gradient changes from −5 ° to 0 °, the speed check pattern calculating unit 28 uses the train length data 27a as shown in FIG. Assuming that the descending slope of -5 ° has been extended to the section of 0 ° by the distance corresponding to the train length of, the slope correction section for -5 ° is set. In addition, the train 14 has an ascending gradient from 0 ‰ + 4 ‰
When the vehicle is traveling near the gradient change point that changes to
As shown in (c), based on the train length data 27a, the gradient correction for 0 ° is set assuming that the gradient of 0 ° is extended toward the + 4 ° section by the distance corresponding to the train length. As a result, as shown in FIG. 4D, the speed check pattern calculating means 28 calculates the decelerations β ₁ , β ₂ , β ₃ (km / h) for each gradient correction section according to the equation (3).
/ S) is required. Then, the speed check pattern calculating means 28 calculates the deceleration β corresponding to the gradient correction section of + 4 °.
_When it is set to ₁ , the running curve 29a for stopping the train 14 at the target stop position 15 is calculated, and the slope corrected 0 is calculated.
A permissible traveling speed V ₁ allowed a gradient change point from ‰ + 4 to ‰. Similarly, 0 ‰ of the traveling curve 29b calculates a deceleration beta ₂ corresponding to the correction interval, the slope corrected -5 permissible travel speed V which is allowed at this point with a gradient change point of the 0 ‰ from ‰ Set ₂ . Furthermore,-
The travel curve 29c is calculated as the deceleration β ₃ corresponding to the 5 ° correction section, and the allowable speed V at the position of the ground child 16 is calculated.
Set. In this way, the running curves 29a, 29b, 29c corresponding to the respective gradient sections are determined for the remaining running distance L (m) of the train 14 to the target stop position 15.
Then, the speed check pattern 2 is set in anticipation of the idling distance 30 corresponding to the response delay of the brake system of the train 14.
8a is set. Here, the speed signal 20a output from the speed calculating means 20 is compared with the speed of the speed checking pattern 28a by the speed checking means 24. When the speed signal 20a exceeds the speed of the speed checking pattern 28a, Outputs the brake command 24a and moves the train 14 along the running curves 29a, 29
The vehicle is decelerated along b and 29c and stopped at the target stop position 15. As described above, when the train 14 is present on one continuous line and the other line, and the gradient of one line is lower than the gradient of the other line, the tail of the train 14 By generating the speed check pattern 28a corresponding to one of the lines until the vehicle passes, speed control giving priority to the downhill slope is performed. Therefore, even when the train length is long, the train 14 is prevented from running excessively due to the downhill slope. be able to. In Reference Example 1 and Embodiment 1 ,
A description has been given of a case where the train 14 is stopped at the target stop position 15. However, by setting V ₀ in Expression (4) to a predetermined speed limit, a deceleration pattern for reducing the speed to a predetermined speed by the speed limit section is generated. Even so, similar effects are expected. Furthermore, the target stop position 15
Although the description has been given of the case of receiving the data of the above, the same effect can be expected by using a transponder, radio, artificial satellite, or the like. [0015] [Effect of the Invention] According to the invention, the train will rail in a continuous was one line and the other lines, when the slope of one line is down side than the slope of the other lines, trains By generating a speed check pattern corresponding to one route until the tail of the train passes one route, speed control giving priority to the downhill slope is performed, so even if the train length is long, the train by the downhill slope Can be prevented, so that the intervals between trains can be shortened and the density can be increased.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a reference example 1 of the present invention. FIG. 2 is an explanatory diagram showing the operation of FIG. FIG. 3 is a configuration diagram showing the first embodiment of the present invention. FIG. 4 is an explanatory diagram showing the operation of FIG. 3; FIG. 5 is a configuration diagram showing a conventional automatic train control device. FIG. 6 is an explanatory diagram showing the operation of FIG. [Description of Signs] 13 routes, 14 trains, 15 target stop positions, 28a
Speed check pattern.

──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Yoshihisa Tajiri 6-11-40 Tsukaguchi Honcho, Amagasaki City, Hyogo Prefecture Ryoko Computer System Co., Ltd. (56) References JP-A-5-161222 (JP, A) ( 58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 15/40 B61L 23/14 JICST file (JOIS)

Claims (1)

(57) [Claims] [Claim 1] A target stop position of a train is received from the ground , and a speed check pattern corresponding to a gradient of a route to the target stop position is generated on the train. In the automatic train control device that outputs a brake command when the speed of the train exceeds the speed of the speed check pattern and reduces the speed of the train, the train is connected to one continuous line and the other line.
And the slope of one of the above routes is lower than that of the other route.
When the train is downhill, the last train is
An automatic train control device which generates a speed check pattern corresponding to the gradient of the one of the lines until the vehicle passes the line .